Regulating mechanism for engines.



PATENTED JAN. 24, 1905.

7 O. JACOBSON. REGULATING MECHANISM FOR ENGINES. APPLIOATIOK FILED APR;17, 1901. RENEWED JULY 15. 1904.

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WITNESSES: @Afi Hui 780,718. PATENTED JAN. 24:, 1905. 0.-JA00Bs0N.REGULATING MECHANISM FOR ENGINES.

APPLICATION FILED APR. 17, 1901. RENEWED JULY 15, 1904.

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v INVENTOR iarzwhow MATTORNEY L 1 J JA U I n I; w THHM WITNESSESPATENTED JAN. 24, 1905.

c. JAGOBSON. RBGUL ATING MECHANISM FOR ENGINES. APPLIUATION FILED APR.171901. RENEWED JULY 16, 1904.

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UNITED STATES Patented January 24, 1905.

PATENT OFFICE.

CHARLES JACOBSON, OF WARREN, PENNSYLVANIA.

REGULATING MECHANISM FOR ENGINES.

SPECIFICATION forming part of Letters Patent No. 780,718, dated January24, 1905.

Application filed April 17, 1901. Renewed July 15, 1904. Serial No.216,691.

Pennsylvania, have invented new and useful Improvements in RegulatingMechanism for Engines, of which the following is a specification.

My invention relates to mechanism and devices for regulating gas, air,and steam engines; and the invention consists of the parts and thearrangements,constructions, and combinations of parts, substantially ashereinafter described and claimed.

The essential object-pf the present invention is to control the speed ofthe engine in a uniform and reliable manner by varying the charge ofgas, air, or steam admitted to the engine, substantially as I willhereinafter point out.

In the accompanying drawings, in which similar reference letters andnumerals indicate like parts throughout the several views, Figure 1 is asectional view of the throttling mechanism on the line 2 2 of Fig. 2.Fig. 2 is a sectional view of the same on the line 3 3 of Fig. 1. Fig. 3is a sectional view on the line 4 4 of Fig. 1. Fig. 4 is a verticalsectional view of the centrifugal governor for controlling thethrottling mechanism of Figs. 1,2, and 3. Fig. 5 is a general view of anengine, show ing the relative arrangement of regulator,

throttling mechanism, and governor.

In Fig. 5 the engine A illustrated is of a well-known gas-engine typeand need not be illustrated or described in detail. It is mounted uponan appropriate frame or bed and has the cylinder 80, in which a pistonwill operate, as usual. In this figure is shown the regulator B and itsconnection with the throttling mechanism C and the governor D andconnections for operating the said throttling mechanism.

The regulator B may be of any suitable type, but is preferably of thecharacter shown, described, and claimed in another application filed byme July 1, 1902, Serial No. 114,003.

The gas after leaving the regulator enters the pipe 90 and by this pipeis conducted to the throttling mechanism C, which mechanism is shown indetail in Figs. 1, 2, and 3 and to which I will now refer.

The throttling-valve consists of a body or casing 30, having a passage38 and openings 35. It also has a cover or cap 31,with a passage-way 36,in which the gas and air mix, the air being supplied through a passageor opening 37 and the gas entering through an opening or passage 44,leading from a gas-chamber 42, mounted on the cover or cap 31 andsupplied with gas through an inlet 45, the gas entering chamber 42through the inlet 45, which connects with pipe 90, and passing from thischamber to the mixing-chamber 36 through the outlet 44.

Within the chamber 42 is mountedv a springpressed valve 43, whichoperates in the discharge-passage 44 to control the quantity of gasallowed to flow through this passage. This control is effected byincreasing or diminishing the area of the inlet end of the passage44 bymoving the valve 43 toward or away from said inlet. When not in action,the valve 43 is held open by means of the spring 40, the tension ofwhich is regulated by a collar or nut 39.

Controlling the aforesaid openings 35 is'an oscillating valve 46,axially mounted on the arbor 33 and having openings corresponding withthe said openings 35 in the casing 30 of throttling-valve, said arborhaving fixed to its outer end a lever 32, by which the valve 46 isactuated. This valve lies close against the wall of the casing 30 inwhich the openings 35 are made, and the friction of the valve againstthis wall, due to the pressure of air and gas in the mixing-chamber 36,is overcome by means of a set-screw 34, adapted to bear against theopposite end of the arbor, and thereby exert an endwise pressure on thearbor tocounteract the opposing air and gas pressure in the chamber 36.

The valves 43 and 46 are so adjusted relative to each other that theyboth stand fully open at the same time and close at the same time, andbecause of this fact and the arrangement and construction of partssubstantially IOO the gas-chamber 42 through the inlet 45 and l escapingthrough the passage 44 comes in contaet in the mixing-chamber 36 withthe charge of air entering this chamber at 37, and the charge ofcombined air and gas then passes through the openings 47 in the valve 46and the corresponding openings 35 in the casing 30 and through thepassage 38 to the cylinder 80, Fig. 5, of the engine. The quantity ofthe mixed vapor thus admitted to the engine from the throttlingmechanism is controlled by a governor D, Figs. 4 and 5, and connectionsoperating the valve 46 through the medium of the lever 32. When theengineruns above normal speed, the governor acts on this lever 32 andcloses the valve 46. The gasvalve is at the same time closed, therebycutting off a proportionate supply of gas.

As before stated, the valves 43 and 46 are controlled by a governor, anda form of governor I have found useful for my purpose is illustrated inFigs. 5 and 6, wherein a base or column 50 is shown mounted on a bracket70. The governor includes a shaft 62, having a flange or collar 61, bywhich the shaft is appropriately supported on the base or column 50. Theshaft is provided with a feather 57, which engages a groove or wayformed in the body or slidable member 56 of the governor, said body ormember being on that portion of the shaft which extends above the collaror flange 61, and the governor weights or balls 54 are fulcrumed to thisbody or member 56 at the points 52 53, and the inner ends of the arms 5455', which carry the balls, are adapted to engage the upper end of theshaft, as indicated in Fig. 4. The body or member 56 iscircumferentially grooved, and a split collar 58 is loosely fitted inthis groove and is fastened to the yoke end of a lever or walking-beam59 by means of two pins 72. A stud 68 rises from the base portion of thecolumn 50, and a sleeve 66 is movably mounted on said stud, said sleevebeing moved up i and down on the stud by means of a screw 64, wherebythe tension of a spring 63, connected, respectively, with the sleeve andthe lever 59, is adjusted by hand and the speed at which the engine actsis regulated while the engine is in operation. The lower end of theshaft 62 has fixed to it a bevel-pinion 71, which is designed to meshwith a bevel-gear 87 Fig. 5, fastened to a gear 88, meshing with anddriven by a pinion 89 on the crank-shaft of the engine. From thisdescription of the governing devices it will be understood that when theshaft 62 is revolved by the running of the engine the centrifugal forceimparted to the balls 54 55 tends to throw them outward away from theshaft, and they will then more nearly approach a horizontal line drawnthrough the axis of the fulerums 52 53 as the speed of the engineincreases and will thus raise the rotatable sliding member 56 and itsattached end of the lever or walking-beam 59.

Referring again to Figs. 4 and 5, it will be obvious that when the speedof the engine exceeds the point where the centrifugal force generated inthe weights or balls overcomes the tension of the spring 63 the weightsor balls will at the same time raise and elevate the governor body ormember 56, as the arms 54 55', which carry the balls, rest directly ontop of the shaft 62, and when the body or member 56 is thus elevated itssliding movement is transmitted to the short arm of the walking-beam 59,fulcrumed on a post or standard 83, and the opposite end or long arm ofthis beam will be depressed, and through the medium of alink orconnection 82 and the lever 32 and the stem of the valve 43 and setscrew81, said screw passing through a threaded base and having its end tobear upon the top of the rod 43, as shown in Fig. 1, said beam willoperate the valves 46 and 43 of the throttling mechanism and shut offthe fuel charge of gas and air. The aforesaid gears 87 and 88 and thepinion 71 are supported on a bracket 70, which is slidably mounted on astand 72, forming a part of the engine-bed and provided with anadjusting-screw 73 for adjusting the bracket with reference to theengine crank-shaft for the purpose of properly meshing the gear 88 andthe pinion 89. This adjustment does not, however, disturb the propermeshing of the pinion 71 and gear 87, as these are both mounted on thebracket 71) and move with it.

Having thus described my invention, what I claim as new, and desire tosecure by Letters Patent, is-

1. In a regulating mechanism for gas-engines, the combination with aregulator and a balanced valve connected therewith and controlling thegaspassage therethrough, of a throttling mechanism consisting of avalvecasing, having a passage 38, an oscillating valve therein, a coveror can 31 fitting the casing and extending longitudinally beyond thesame, and provided with an air passage and inlet thereto, a verticalextension of the cap, having a gas-chamber 42 to which the outlet fromthe regulator connects, a valve in said gas-chamber and controlling thepassage therethrough, a stem projecting from the valve and a springacting upon said stem to hold the valve normally open, a governingmechanism including a fulcrumed walkingbeam and means connecting one endof the same with the said oscillating valve, and an adjustable contactbetween the walking-beam and the stem of the gas-controlling valve.

2. Ina regulating mechanism for gas-engines, the combination with agas-regulator, a gas and air supply mechanism, a throttling mechanismand a governing mechanism including a fulcrumed walking-beam andconnection therefrom for controlling the gas admission and thethrottling mechanism, and a movable member of the governor to which thesaid beam is eonnected, of a fixed stud 68, a In testimony whereof 1have hereunto set sleeve slidably mounted thereon, a spring conmy handin presence of tWo subscribing Wit- IO necting the sleeve With the shortarm, of the nesses. Wallnng-beam, and an ad usting-screw mounted on thestud and engaging a threaded open- CHARLES JAOOBSON ing in the sleevewhereby the speed of the en- Witnesses: gine may be regulated by handWhile the en- E. H. BESHLIN,

gine isin operation. I LEML. F. BALL.

